Brake actuating mechanism



July 23, 1935.

F. G.. FOLBERTH Er AL 29009,39

BRAKE ACTUATING MECHANISM v Filed Sept. 8, 1931 5 Sheets-Sheet l July 23, 1935. Y F. G. FOLBERTH ET AL 2,009,169

BRAKE ACTUATING MECHNISM Filed Sept. 8, 1931 5 She =VLS-SheeTI 2 F. G. FoLBl-:RTH ET AL 2,009,169

BRAKE ACTUATING MECHANISM July 23, 1935,.L

Filed Sept. 8, 1931 3 Sheets-Sheet 5 Patented July 23, 1935 UNITED BRAKE .ACTUATING MEonANlsMi Frederick lG. FolberthA and William Folbcrth,

Y Cleveland, Ohio 'l Application september s, 1931,jfs`eria1,1v0jj561,569

is claims. (ci. 19a-.135' 4 a'cters of reference are 'employed to designate like The 4present invention relates to vehicle .brakes Iand more particularly to an .apparatusfor automatically actuating the brakes of an automotive vehicle with the application of power derived from the engine of the vehicle.

In our kfcopending applications., Serial No.

395,548 filed September 27, 1927, Serial v.No.

483,328, led September 2.0, 1930 and Serial'No. 558,304, filed August 20,1931 for vehicle. brakes there is disclosed .apparatus for automatically actuating the brakes of a motor vehicle upon depression of one of the control pedals in thedriving compartment of the vehicle. In lthese apy plications the source .of power employed for. ac-

tuatingY the brakes is derived from the vacuum 1 created .by theengine in the intake manifold 'and similarly in the invention covered `by this applica.'- tion vacuum derived from this source is also employed for actuating the brakes. y

The present invention is designed as an improvement overl the inventions disclosed in the above mentioned copending applications vin that means is provided to effect a rapid clearanceita'ke up of the friction element of the brake so as to position the power application mechanism in proper relation to facilitate instantaneous and delicate manipulation .and ready .control of the brake mechanism.

Other objects and advantages of the irnfdention will vbecome more readily apparent as the nature of the invention is better understood, and the same consists in a novel construction, combination and arrangement of parts shown inthe accompanying three sheets of drawings in which:

Fig. l is a side elevation of an automotive vehicle equipped with thev novel braking; device which comprises the present invention, certain parts being broken away to more clearly,r reveal the nature of the present invention.

Fig. 2 is a fragmentary View (certain parts being broken away) of the means by which' the power element is utilized to rapidly effect the initial clearance take up of the brake mechanism.v

Fig. 3 is a fragmentary view, similar to` Fig. 2 showing the same arrangement of parts in-their actuated position. Y Y

' Fig. 4 isa detailed Vsectional view of a spring loaded plunger employed in connection with the present invention, and

Fig. 5 is a side elevation of a slightly modified form of a spring loaded plunger, and

Fig. 6 is fragmentary view of a lost motion connection employed by the present invention.

`ble, plug 32 threaded into, o ne end thereof.

Inall of the above described views like char-Y parts throughout thespec'ication.

Referring now to liggl an automotive .vehicle is designated in its entirety` at I0. "This vehicle isprovided with an engine i2 having the usual intake manifold lll and 'having a transmission I6. The usual clutchandhrake pedals are provided and these pedals .ar'e'dsignated at i8 and '29 respectively. HThe vehcleclutch 'is diagrammatically shown v`at 1.3,and may bel of any suitable.

type.4 Movement-of the brake Apedal forwardly and downwardly infthe usual manner will serve to .apply the ordinary' friction type brake mechanismfwhich includes a .brake drum l5 carried on the Wheels of the vehicle and suitablebrake shoes ll adapted to bemovedinto frictional engagement 'with lthe drum to secure the 'desired la. cylinder22 having a'piston 23 `slidably mounted therein. Y The pstoncarries a; piston rod 24 which extends throughone end ofthe cylinder`22.` This piston rod24 is connected'through a lost motiony connection inthe form of a cable 25 to the brake lever 2D. Interposed intheflost motion connection is a spring 1odedlinkmember 28,v This member consists in a casing 30 having a remova- EX- tending into the plug 32 is`one` end ofthe'cable` 26. This end is enlarged in any'suitable manner as for'example by splicingto. prevent removal of the same from the plug 32." Extending through one'end of the casing 3l) is a slidable rod 34 vhaving a nut 36 secured .thereto atr its inner. end.

yDisposed between this nut and the end of the casdepress the brakeA lever 2li through the' medium Thus it will be seen that opposite ends of the cylinder 22 may communicate with atmosphere under for controlling the bleeding of fluid pressure fromy the cylinder 22. means of a lever 48 which is pivotally supported on the casing of the cylinder 22. Thisvalvemay be identical. with the valve and cylinderninstrumentalities disclosed in our United lStates Patent No. 1,966,621'which'issued on July' 17;; l934,for a Theft prevention device` for vehicles and it is thought that a complete disclosure of thefjinstrumentalities shown` incur copending 4application just referred to need not'be madeinl this application. The control valvestructure per se does not form a part of thepresent*invention andany suitable valvewhich'will properly control the flow of actuatingfluidv to and from the bfrake operatingcylinder `may be used. I t will therefore sufice to say that movement of the jlever48 in one direction will open the valve above referred to to admit communication between the cylinder and. the intake manifold to move the piston 23 by thercreation of a partial vacuum inthe cylinder. 'Movement of thev lever48 throughout any increment of its path 'of travel will open the valve which controls the communication Vbetween the cylinder 22 and the intakemanifold I4 a proportionate amount until, in one extreme position Ywhen the lever 48 is moved throughout its entire stroke, the valve will be wide open and the cylinder `22 will have vfull communication with the manifold so that a vacuum will be vcreated in the cylinder causing Vthe piston 23 to move inwardly of the cylinder and produce a maximum braking effect. Movement of the 'pistoninwardly will serve to depress the vbra'kepedal 28 by virtue of the lost motion connection26 vsecured tothese members as lpreviously described. Y l

YSecured to the clutch Vpedal vI 8 at a point intermediate its ends `isa roller* 59,` which roller is adapted to contact Witha `cam 1ink'52 pivoted to the transmission casing i6 or otherwise suitably 'maintained This cam llink V52 has secured to its free end a' thrust rod 54. The thrust rod'54 has its other end secured to a diaphragmv 55 Ain a diaphragm'chamber 84 the casing 58 of ywhich is secured by means of a short rodBO to the free casing 58 through a sleeve 62 integrally formed on the same. The casing is formed in two parts, the part carrying the sleeve 62 being threadedly receivable in the otherpart: which is connected to the lever 48 by means of the rod 60. The diaphragm 56 dividesthel chamber into two parts and theperiphery of this diaphragm Ais clamped betweenv the two sections. The rod 54 `is .provided with a threaded'portion GSQhaying` thereon fa bearing nut k$58 and atlock nut l0. Interposed between the end ofthe sleeve 82 andthe bearing'nut `68 and surrounding the rod l64 is a coil "spring 12 by means. of which spring Athe diaphragmy 51S `is normally urged rearwardly, or .in other Words; in f certain conditions of' operation. The cylinder 22 is provided with a valve (not shown) This valve is, controlled. by

.in thev usual manner.

lowerportion of the bracket 88 is a stem 88 having asleev'e 3U slidable thereon. The sleeve 9S `carries a head 92 adapted to abut the stop 84.

Within the sleeve 98 there is threaded a contact element `93 having a head 94 formed thereon. A coil spring 96 is disposed between this head and the bracket 8D to normally urge the same against the stop 84. Secured to the clutch pedal i8 is a contact'member 98 which registers with the contact-head 94 of the contact Ymember 93 sc that lupon :depression ofthe clutch lever 'i8 these two contact elementscome into engagement so that the operator may feel the resistance of the spring 96 and be informed thereby that `vthe' lclutch is fully disengaged and that the initialclearance take up' of the brake mechanism has been effected and 'that the immediate power control of the brake is atcornmand. 4In Fig. i there is a slightly 'modine'd form of the'spring loadedplunger shown in Fig. 5. VIn'this form of the invention a compounding spring action is effected by means of two coil springs il and "i3, insteadof the coil The head construction 9i) disclosed springA 96. in Fig. 5 isslightly modied inthat a sleeve 'i5 havinga-iiange 'il is disposed about a central supporting member 19.- The coil'spring v'V5' which is of lesser strength than the coiled spring 1i is disposed aboutthis sleeve and bears against the flange 11 anda collar BI carried by a Contact element 83. The operation of the spring loaded plunger -in this gure is generally similar in its operation to that shown in Figure 5.Y When the 'contact member -98 on the clutch pedal engages the end of the 4plunger contact element 83 the -rst action is to compress the relatively light spring 13. This offers a relativelysmall addi'- tional-resistance to movement of the clutchpedal.

'However when the collar 8i`of the Vcontact element 83 strikes the upper end ofv the 'sleeve i5 the downward movement of the clutch pedal then opposed by the relatively strong spring lli. The'parts are' preferably adjusted so thatl this "relatively strong spring 'il becomes effective to' oppose the downward movement ofthe clutch pedal' when the slack take-up operation has been vcompleted'and the brakes are'in condition to be instantaneously applied upon further downward i movement of :the clutch pedal. end of thel lever 48. The rod 5K4 extends into the z 2U is connected in the usual manner to the brak- In the operation of the vehicle, the brake pedal ing system andthe clutch pedal i8 may similarly be connected to control the action of the clutch In operating the vehicle the brakes may be applied by depression ofthe uum actuated apparatus simply'by pushing down on the clutch pedal further than is required for rio the normal operation of the clutch. To accomv plish this the clutch pedal i8 is depressed until the tio contact member 98l abu'ts the spring loaded 'forward direction, 'the diaphragm 56 audits casplunger mechanism 83 or94 .as the'case maybe mounted on the chassis fram-e. VWhen this contact is made the operator willfeel 'the resistance of the `spring or springs'employed` in this mechanism and be advised that the clutch is 'fully disengaged. During this initial'm'ovement of the clutch pedal the cam link52will have beenengaged by the roller 50 mounted upon the clutch lever i 8 and the rod-54 willbe moved longitudinally in the direction of Vthe arrow shown inthe drawingsrthus throwing thevalve lever 48 forwardly thus opening the valve initiating the rapid Ybleeding of fluid from the cylinder to cause the vbrake linkage to be adjusted in 'clearance take up "position Inasmuch as the diaphragm chamber 64 is opentc atmospheric pressure rduring this 'iinitial movement of the rod longitudinally, the

diaphragm 56-will remain stationary with respect to the casing 58 until the valve has beenopened vs'uiiicie'ntly to create a reduction of pressure in they cylinder 22 and als'othe chamber 64. The spring 'l2 being of suilicientY strength to; transmit the initial movement of.y the rod 54 to the lever '48, the diaphragm' chamber 58 will rbe moved forwardly to a predetermined position dependent 'upon the setting ofthe 'spring loaded stop plung- 'er`83 or 94. At this point thevacuuin valve will 'have becomepartially opened due to the throw of the lever 48 and the piston 23 withinthe cylinderj22 Vwill have undergone an initial and rapid movement which isjust sumcient to accommodate the clearanc-e'take-up of the brakes`l5. Inasmuch as the'valve, controlled by the lever 48, is partly `vopened, the reduced Vpressure in the cylinder 22 will be bled through the valve 16 causingV the diaphragm 56 to be drawn forwardly against the front portion` of the casing 58. -Such movement causes Ythe lspringV 12 to be compressed until the diaphragm bears against the forward end of the casing 58. vWhen the reduced pressure Aof the intake manifold `Vis initially vconnectedto the cylinder 2 2 by the valveaopelrated thelever A8, the rate of building up ofv vacuum acting on the piston 2.3 is somewhat retarded'since' the l chamber 64 must also beevacuated in addition tothe cylinder 22. During this initial relatively `low vacuum period the slack in the brake system f will be taken up by the movement of thepiston 23. After the chamber 64 has been evacuated sufficiently toycausevthe diaphragm 56 to move into f lphragm therein, an actuating v"rod connected to `position abutting *the ycasing 58,`the maximum vacuum may be created in the cylinder 22ffor theparticular position vo1' the leverV 48. Alsof afterl the lever 52 has been moved to a positiorrto operate the valve loperated bythe lever 48; the 're1- ative ,movement of themembers' and `58jdue 1 4 'to the vacuum will move this valve toward .its

closed'Y position but will not completely close the valve as the lever 52 is initially moved far enough so that the return movement` of lever 48 will not t closethecontrol valve operated'by lever 48. This sired degree` of vacuum in the cylinder 22 to hold ,the brake linkage in slack takeup position until the Alever 48 is given further movementto open the valve to cause an increase in the degree of vacuum lin the cylinder. Any additional 'depression `of the clutch lever I8 accompanied by Va further forward movementbf the rod 54'will impart'further Ymovement to the lever 48 in a of said cylinder,

ing 581 movingin unison. Thus the vacuum valve operated by theleverll will be gradually opened land the pistony further retractedso that the `bralres 'will be applied an .amount commensurate fvwith'the.further depressionof the clutch pedal.

Upon removing the pressure on the clutch pedal i8 'the rodl 54 .will be moved rearwardly bythe spring 53 carrying with it the diaphragm 55 and the-casing 58. When suflicient pressure has been relieved on the rod d the spring 'l2 then forces the/diaphragm 56 away from the front wall of .the casing`54' and against the rear wall of the The throttle valve 16 inth-e conduitlll (which varies the pressure drop in this conduit across the valve) may be adjusted to eiectively vary the response tothe applicationoof pressure on the clutch pedal. AClosing dov/"n this throttle valve Willcause a more rapid Atake up bythe piston of the brake clearance. Similarly opening offthis vali/e116 will cause a less rapid take up of the brake mechanism.` Y

The invention is not to be limited to theexaot arrangement of parts Ashow-n inthe accompanying threesheets Yof drawings or described in this specification as various changes in details in the es a construction thereof may be resorted to without departing from thespirit of the ini'f-ention.v VOnly 'in 'so far as the invention has particularly been vphragm thereinyan actuating rod Vconnected to said diaphragm, anda conduit leading from the interior of the diaphragm chamber to the interior 2.V In an `apparatus of the class described, Ya cylinder, apiston in said cylinder, a conduit communicating with the interior of said cylinder and a communicating with a source of low fluid pressure,

means kfor `controlling,oonfirnunication between jsaid conduit and. the cylinder, said means includingl a movable diaphragm chamber having Va diasaid diaphragm,ua conduit leading Yfrom the interior of the diaphragm chamber to the interior.

of said cylinder, and means for varying the' flow o f uid through said last named conduit. A

3. Thecombination with a cylinder having a `piston therein of a'conduit communicating with the interior of said cylinder and with a source of actuatingpressure for causingactuation of said piston, a valve for controlling the flow of actuating uid through said conduit, a levervfor 'operating 'said valve, a diaphragm chamber connected to saidlever and having a diaphragm disposed therein, an actuating rod connected to said diaphragm,

and a conduit communicating with the Yinterior oi said cylinder and with the interior ofV said diaphragm chamber.v

4. The combination with a cylinder having a piston` therein of a conduit communicating .with the interior of said cylinder and with a source of actuating pressure for causing actuation of said piston, a valve forcontrollingthe iiow of actuating fluid throughsaid conduit', a vlever for operating said'valve, Aa diaphragm chamber connected to said lever and having a diaphragm disposed therein, an actuating rod connected to said diaphragm, a conduit communicating. with the interior of said cylinder and with the interior of said diaphragm chamber, and means for regulating the flow of fluid through said last mentioned conduit.

5. The combination with a valve actuating lever for controlling the flow of actuating uid to the interior of a cylinder, of a diaphragm chamber connected to said lever, said chamber having a diaphragm therein, an actuating rod connected to said diaphragm and extending externally of the chamber, means associated with said actuating rod for normally urging the rod and diaphragm in one direction and for urging thediaphragm chamber in the opposite direction and a conduit connecting the interior of said diaphragm chamber and the cylinder, said conduit entering said chamber on the opposite side of Vsaid diaphragm from said actuating rod.

6. The combination with a valve actuating lever for controlling the flow of actuating fluid to the interior of a cylinder, of a diaphragm chamber connected to said lever, said chamber having a diaphragm therein, an actuating rod'connected to said diaphragm and extending externally of the chamber, means associated with said actuating rod for normally urging the rod and diaphragm in one direction and for urging theA diaphragm chamber in the opposite direction, a conduit connecting the interior of said diaphragm chamber and the cylinder, said conduit entering said chamber on the side opposite the actuating rod, and a throttle valve in said conduit.

'7. The combination with a cylinder and a valve lactuating lever for controlling the passage of actuating fluid to and from the cylinder, of a diaphragm chamber connected to said lever, a diaphragm disposed in said chambenan actuating rod connected to said diaphragm and extending externally of the chamber, means for normally urging the diaphragm chamber and actuating rod in opposite directions and a conduit connecting the interior of said diaphragm chamber with the interior of said cylinder. f n f v 8. The combination in an automotive vehicle having a clutch and a brake, of iuid pressure actuated means for applying the brake, a valve for controlling the application of the brake and means for-operating said valve whereby the brake clearance is taken up upon initial movement of Vsaid valve and the brake connections remain in clearance take-up position until said valve is given further Vmovement,l said valve operating means including a valve actuating lever, an actuating rod adapted to operate saidlever and fluid pressure actuated means interposed between said rod and lever and adapted to vary the effective length of said rod.

9. In combination in an automotive vehicle, a fluid pressure actuated brake, a clutch, a valve for controlling the application of said fluid pressure actuated brake, means, operable upon movement of said clutch in clutch disengaging direction, for giving said valve an initial opening movement and means for automatically moving said valve in closing direction after said initial opening movement. Y

l0. In combination in an automotive vehicle, a fluid pressure actuated brake, a clutch, a clutch operating pedal, a valve for controlling the application of said fluid pressure actuated brake, operating connections between said valve and said clutch pedal, and means, responsive to movevup position until said lever is given further trolling the application of said brake, a pedal,

operating connections between said valve and said pedal wherebyvmovement of said pedal operates said valve and means, `operative upon movement -of said valve in fbrake applying direction, for

changing the effectivelength of said operating connections;

12. The combination 'in an automotive vehicle Vhaving a brakel and operating connections therefor, of fluid pressure actuated means for applyingthe brake, av valve for controlling the application of the brake and .means for operating said valve whereby the brake clearance is taken up upon initial movement of said valve in brake applying direction and the brake connections remain lin clearance take-upposition until said valve. is given further movement, said valve operating means including a valve actuating lever, an actuating rod adapted to operate said lever and nuid pressure actuated meansinterposed between said rod and lever and adapted to vary the effective length of said ,rod., f

13. The combination in an automotive vehicle having a brake and operating connections therefor, of fluid pressure actuated means for applying the brake, a valve for controlling the application of the brake, means for operating said valve whereby the brake clearance is` taken up upon initial movement of said valvefrom its off position in brake applying direction and `the brake connections remain in clearancetake-up position until said valve is given Yfurther'movement, and means for imposing aditional resistance to movement of said valve operating means during such further movement.

14. ,In an automotive vehicle the combination of a brake, fluid pressure actuated means for ,operating said brake, and control mechanism for said fluid pressure actuated means, said control mechanism including an operating lever and means effective upon the initial movement of said lever in brake applying direction for controlling vthe operation of said fluid pressure actuated means whereby the Abrake clearance isy taken up and the brake is maintained in clearance takemovement, said means for controlling the operation. of the fluidpressure actuatedv means for operating the brake including a control valve, a

.valve actuating lever, an actuating rod adapted to operate said leverv and iiuid pressure actuated means interposed betweensaid rod and lever and adapted to vary the effective length of said rod.

15. In an automotive vehicle the combination of a brake, iluid pressure actuated means for operating said brake, a source of actuating fluid pressure, a conduit adapted to connect said fluid pressure actuated means and said source of actuating pressure, and means for controlling said brake operating means including valve means for controlling the now of actuating fluid to and from said brake operating means, operating connections for said valve, and a diaphragm housing having a diaphragm therein, said housing and diaphragm being inserted in and forming apart of said operating connections and adapted to vary the effective length of said connections.

16. In an automotive vehicle the combination of a brake, fluid pressure actuated means for operating said brake, a source of actuating iiuid pressure, a Vconduit adapted to connect said fluid Y.

pressure actuated means and said source of actuating pressure, and means for controlling said brake operating means including valve means for controlling the oW of actuating fluid to and from said brake operating means, operating connections for said valve, a diaphragm housing having a diaphragm therein inserted in said operating connections and adapted to varyfthe effective length of said connections, and uid pressure conducting connections between said diaphragm housing and said fluid pressure actuated brake operating means whereby the effective length of said valve operating connections will be varied upon the initial opening of said control valve.

17. In combination in an automotive Vehicle, a fluid pressure actuated brake, a clutch, a Valve for controlling the application of said fluid pressure actuated brake, operating connections between said clutch and said valve including a re- FREDERICK G. FOLBERTH. WILLIAM M. FOLBERTH. 

